Carbureter.



' TED STATES ()Ff@.

HENRI ALFRED ARMAND JOSEPH LELARG'E, 0F PARIS, FRANCE; BLANCHE ALPHONSINE LELARGE, Nita TAPIN, OF SEVRES, FRANCE, EXECUTBIX 0F SAID HENRI ALFRED AIRMAND JOSEPH LELARGE, DECEASED.

CARBURETER.

Specification of Letters Patent. Patented Mar. 20, 1917.

Application filed July 1, 1913. Serial No. 776,785.

To all whom it may concern:

Be it known that I, HENRI ALFRED ARMANI) JOSEPH LELARGE, citizen of the Republic of France, residing at Paris, France, have invented new and useful Improvements in Carburetors, of which the followin is a specification.

y invention relates generally no improvements in carbureters, particularly adapted for use in connection with the motor cylinders of vehicles, and the invention is especially directed to the construction and arrangement of the spraying nozzle for the fuel, and the combination of such puzzle with a spreader and appurtenant parts.

The invention, whichconsists of the novel features hereinafter claimed, is fully described in the following specification, reference being made to the accompanying drawing in which Figure 1 is a vertical section of the improved carbureter and Fig. 2 is a sectional elevation taken on a line passing through the air-ducts 18 of Fig. 1.

Referring to the drawing by reference characters, the numeral 1 denotes the spray tube or nozzle for the fuel, the latter being supplied from the fuel tank 13 through the feed tube 2.

The discharge end of the nozzle 1 terminates in a. plane substantially annular, surface 3, and is provided with the central discharge orifice 4, the diameter of which is approximately one-fourth that of the tube 1.

Surrounding a portion of the spraying nozzle 1 and projecting beyond the same into connection with the engine cylinder (not shown) is a jacket, which is preferably of double frusto-conical or oppositely flaring form, the two conical portions of the jacket being connected by a substantially cylindrical web member. The spray nozzle 1 passes centrally through the flaring portion 5 of the jacketand its discharge end 3 terminates at a point substantially flush with a line passing through the central vertical axis of the cylindrical, intermediate, member 6. The conical portion 7 of the jacket communicates with the engine cylinder (not shown) and is provided with a throttle valve 8 to regulate the quantity of fuel drawn into the cylinder.

Supported within the portion 7 of the jacket by screws 11 or equivalent supporting means, and co-axial with said portion 7 is a spreader or diffuser 10 for the hydrocarbon fuel which issues from the discharge orifice 1 of the spraying nozzle. This spreader is preferably in the form of an elongated cone, the base 12 of which is of the same diameter as, and opposed to, the terminal surface 3 of the spraying nozzle 1. The base 12 is spaced from the surface 3 but a very short distance, about equal to the diameter of the discharge orifice 4. Owing to the construction and arrangement of the parts just described, the body of air between 3 and 12 is inert, and on the. suction stroke of the engine thoroughly effective atomization of fuel is effected.

As above stated, fuel is supplied to the device from the tank 13, which is float controlled to maintain the fluid level therein at about the point 17. The fuel flows from the tank 13 through the tube 2 to the spraying nozzle, and I prefer to provide, between the nozzle and tank a suitable valve to regulate the feed of fuel from the tank to the nozzle. The construction and arrangement of this valve and its combination with its appurtenant parts is described and claimed in a co-pending patent application, Serial No. 113,206, filed August 4, 1916, and while not forming a part of the present invention, is here described to render the operation of the. device clear. The valve comprises a casing 24 having a seat 25 therein for the disk or valve member proper 26. The hydrocarbon fuel passes from the valve 24: through the bore 27 into the nozzle 1'. Threaded into the valve casing 24, and depending axially therein, is a rod 28 on which a weight 29 is longitudinally slidable. This weight is engaged by one end of a helical spring 30 the other end of which engages the valve disk 26 and tends to normally force the same to its seat 25. The valve interposed between the fuel supply tank and the spraying nozzle prevents excess feed of fuel when the motor slows down. To allow for feed of fuel when the motor is not running, the disk 26 is provided with an orifice 15 the diameter of which is small, and through which orifice the fuel slowly passes.

By reason of the pressure of the weight 29 against the spring 30 the strain on the latter is always the same, and if the weight 29 be subjected to vibrations they are not transmitted to the disk 26 but are absorbed by the spring 30. Inasmuch as the spring is highly elastic the closing pressure of the disk 26 remains substantially constant irrespective of the position of the weight 29.

When the throttle valve 8 is open and the engine is running, during each suction stroke of the. latter a vacuum will be created above the disk 26 whereby the pressure of the fuel in pipe 2 will be suflicient to raise the disk 26 against the pressure of spring 30 and admit a charge of fuel to the inside of the valve casing, such fuel being sucked through the. passage 27 and the spraying nozzle into the engine cylinders. When the engine is not running, or the throttle. valve 8 is closed, the spring 30 will force the disk 26 to its seat 25, and but a very small quan tity of fuel will pass into the casing 24 through the opening 15 which, as above stated, is very small as compared to the orifice in the spraying nozzle 1. The arrangement is such that while the engine is not running fuel would enter the casing 24 through the opening 15. The quantity of this fuel would be so small as to merely provide a sufficient charge for the first suction stroke when the engine is started.

Air is admitted to the carbureter through a casing 32, slotted at 31 in the base, and preferably provided with a plurality of metal cylinders 33 and helices 3% and 35 so wound as to leave spaces 36 between adjacent coils. The cylinders 33 and the helices 31 and 35 are preferably arranged to extend at right angles to each other.

To permit atomization of fuel when the motor slows down and the main supply of fuel is throttlecl by. valve 8, I provide the following additional devices :-At the rear edge of the jacket portion 5 is a cup 20 into which excess fuel dripping from the nozzle 1 into the jacket portion 5 is directed by a plate 23. The cup communicates with, and feeds such drippings to, a tube 19 which extends forwardly from the cup and terminates in the jacket portion 7 beneath the throttle valve 8. The outlet end of the tube opens into a groove 37 formed in said portion 7. Adjacent the lower end of the valve 8 and formed in the inner face of the jacket portion 7 is a second groove 22 into which the lower end of the said valve 8 is adapted to enter when this valve-is closed. The groove 37 receives the drippings from the jacket portion 5 through the tube 19. Bored vertically through the lower part of jacket member 7 is a series (preferably three) of air ducts 18 which communicate with the groove 37.

hen the valve 8 is open and the engine running, no appreciable quantity of fuel will reach the tube 19 and be drawn from the groove 37, and no appreciable quantity of air will be drawn through the ducts 18. If, however, the engine is slowed down and the main fuel supply is throttled by the valve 8, during each suction stroke fuel will reach the tube 19 and will be drawn fromv the groove 37 and air will be sucked in through the ducts 18. the air and fuel admixing as they enter the engine cylinders through the jacket member 7.

The operation of the device will be understood from the following description thereof:-The fuel is fed from the tank 13 through valve 24 and bore 27 into the spraying tube 1. During a suction stroke of the engine a quantity of fuel is sucked out of the nozzle and spread in the form of a very thin uniform sheet over the surface of the spreader 10. Owing to the constriction of the intermediate section 6 of the carbureter jacket, the air drawn in by the motor flows at great velocity, and as a consequence there is a partial vacuum in the space between the opposed surfaces 3 and 12, whereby the fuel is uniformly spread over the surface of the diffuser 10. The fuel is violently removed from this surface by the air and is inmiediately, thoroughly, atomized and carried into the engine cylinder.

lVhat I claim is:

1. A carbureter, embodying a double frusto-conical jacket having a constricted cylindrical intermediate portion, athrottle valve mounted for reciprocation in said jacket near one end thereof, a spraying tube within said jacket having a plane discharge end and a central discharge orifice therein, said discharge orifice being within the intermediate portion of said jacket, and an elongated conical spreader having its base directly opposed to the discharge end of the spraying tube and its apex directed toward and in proximity to said throttle valve, and means, respectively, for supplying fuel and air to said carbureter.

2. A carbureter, embodying a jacket consisting of two frusto-conical portions and an intermediate cylindrical portion. a spraying nozzle extending axially through one of said frusto-conical portions and having a plane, bored, discharge end within said intermediate cylindrical portion, an elongated conical spreader extending axially through the other frusto-conical portion and having its base arranged in said intermediate cylindrical portion opposite the discharge end of said spraying nozzle, and means, respectively, for supplying fuel and air to said carbureter.

3. A carbureter, embodying a double frusto-conical jacket having a constricted cylindrical intermediate portion, a throttle valve mounted for reciprocation in said jacket near one end thereof, a spraying tube Within said jacket, a conical spreader having its base directly opposed to the discharge end 13( 10 is closed, fuel which overflows into said cup will be allowed to pass to said groove and will be drawn in to the engine with such additional supply of air.

In testimony whereof I have signed my name to this specification in the presence of 1 two subscribing witnesses.

HENRI ALFRED ARMAND JOSEPH LELARGE. Witnesses:

LOUIS FAUTRAT, HANSON 0. Com. 

